Railway switch operating apparatus



Oct. 16, 1934. Hl L, BONE l' 1,976,827

` RAILWAY SWITCH OPERATING APPARATUS Filed July l. 1952 8 Sheets-Sheet l HIS ATTORNEY Oct. 16, 1934. H. l.. BONE RALWAY SWITCH OPERAT ING APPARATUS Filed July l. 1932 8 Sheets-Sheet 2 e M n R0, Y QN @N WL F O N n. S p www ,L o @Q UM N N QM. a, MQW. W .N n N Wm@ n@ O NM. JN MN Nm @1% mm1 ,MN .uw

Oct. 16, 1934.

L. BONE RAILWAY SWITCH OPERATING APPARATUS 2 GTS Filed July l. 1952 8 Sheets-Sheet 5 Oct. 16, 1934. H. l.. BONE RAILWAY SWITCH OPERATING APPARATUS .Filed July l. 1932 8 Sheets-Sheet 4 JNVENTOR l/@Pbpp L .30129.

BY LQ H16' ATTORNEY oct. 16, 1934. H1.. BONE 1,976,827

RAILWAY SWITCH OPERATING APPARATUS Filed July l. 1952 l 8 Sheets-Sheet 5 Ng) 1 N, Q1 if:- b5

. w 3g LR a INVENTOR Herbert!! 30129.

BY WM Hhs ATTORNEY Oct. 16, 1934.

H'. ul.. BONE RAILWAY SWITCH OPERATING APPARATUS Filed July l. 1932 pag.16.

8 Sheets-Sheet 6 INVENTOR Herbert Lolze.

HIS ATTORNEY AOdi. 16, 1934. H, BONE. 1,976,827

RAILWAY SWITCH OPERATING APPARATUS Filed July l, 1932 8 sheets-Sheet 7 m ll HerbefL. B012@a BY HIS A TTORNE Y Oct. 16, 1934. H, L, BONE 1,976,827

RAILWAY SWITCH OPERATNG APPARATUS R. Herben@ Bozza H15 ATTORNEY.

lno 3.

iatentecl @et i6, i934 Vimitan stares RAILWAY SWTCH OPERATING APBARATUS Herbert L. Bene, Swissvale, Pa., assigner to The linien Switch @t Signal Company, Swissvale, Pa.,

a corporation of Pennsylvania applica-tion july 1, 1932, Serial No. 620,421

52 Claims.

My invention relates to railway switch operating apparatus.

One obiect oi' my inventionis to provide a facing point lock for a spring switch so constructed that the locking plunger thereof will be lautomatically operated by means mechanically actuated by a train which is trailing the switchto unlock the switch, and will be automatically restored to its locking position to re- .lo lock the .switch after the movable rails have returned to their normal positions upon completion of the trailing movement.

Another object of my invention is to provide a circuit controller controlled by the locking plunger of the lock for indicating when the switch is kproperly locked for a facing point move, and when the locking plunger is in proper adjustment to cause it to be automatically withdrawn during a trailing move.

Gther objects oi my invention will become ap parent as the description proceeds.

l will describe several forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In'the accompanying drawings, Fig. 1 is a top plan View showing a spring switch A controlled by Y a switch operating mechanism E constructed in accordance with my invention. Fig. -2 is an enlarged transverse sectional View do the spring connecting rod C forming part of the apparatus illustrated in Fig. l'. Fig. 3 is an enlarged top plan view of the switch operating mechanism B shown in Fig. l, with the several covers removed to better illustrate the construction o the mechanism. Fig. 4 is a longitudinal sectional View of the mechanism shown in 3. Fig. 5 is a detail sectional view taken substantially on the line V-V oi Fig. 3. Fig. 6 a sectional view taken on the line VL-VI of Fig. 'l is a diagrammatic View showing one arrangement of controlling circuits which may oe used in connection with the apparatus illustrated in l, which circuits also embody my invention. Fig. S is a diagrammatic View owing another arrangement of controlling cirwhich may be used in connection with apparatus illustrated Fig. 1, and also em- -g my invention. Fig. 9 is a front elevational view oi a signal adapted to 'oe used in .15G placey of the circuit controller E shown in Figs.

portion oi. the Yapparatus illustrated in Fig. 1.

Fig. 13 is a top plan view showing a modied form of a portion oi the apparatus illustrated in Figs. 1, 3 and 4, and also embodying my invention. i4 is a longitudinal vertical sectional view oi the mechanism B1 shown in Fig. 60 13. Fig. l5 is a sectional View on the lines XVMXV ci Fig. 14. Fig. 16 is a top plan view showing another modified form of a portion of the apparatus illustrated in Fig. 1, and also embodying my invention. Fig. 17 is a detail view 65 showing in said elevation a portion of the apparatus illustrated in Fig. 16. Fig. 18 is a top plan view still another modified form ci" Jrhe apparatus illustrated in Fig. l, and also embodying my invention. Fig. 19 is a sectional 70 view o the spring connecting rod C1 forming part oi the apparatus illustrated in Fig. 1S. Fig. 20 is a top plan view showing' still another modified form of the apparatus illustrated in Figs. 1, 3 and 4 and also embodying my inven- 75 tion.

Similar reference characters refer to similar parts in each of the several views.

Referring rst to Fig. l, the reference character A designates a railway switch comprising, 80 as usual, two Fixed rails l and l@L and two movable rails 2 and 2a. The fixed rails 1 and 1a are laid on tie plates 3 and are secured to crossties 4 in the usual manner. The movable rails 2 and 21L are -iastened together hy a iront 35 rod 5, a head rod 6, a bridle rod 7, and a tie rod 8, and may be moved into a normal or a reverse position by means ci a switch operating mechanism B which is connected with the head rod 6 through the medium oi an operating rod 90 9 and a spring connecting rod C. When the switch occupies its normal position in which position it is shown in Fig. l, the movable rail 2 engages the iixed rail l, and the movable rail 2a is spaced a slight distance from the fixed 95 rail la. When the switch is reversed, however, the switch rail 2a then engages the xed rail la, and the movable rail 2 is spaced from the fixed rail 1.

The spring connecting rod C may have any 100 suitable fornLbut in the well known form here illustrated, this connecting rod comprises a oylindrical housing l0 having a lateral extension l0EL fastened to the head rod 5 (see Fig. 2). The lower end 10b of the housing le has a smaller 105 diameter than the body of the housing, while the upper end is threaded to receive a cap 11 having an end 11a similar to the end at 10b. Slidaoly mounted in `the opening in the end l()b is a sleeve l2 provided with an annular Aflange 110 12a located within the housing 10, and similarly mounted in the opening 'm the end 11a is a sleeve 13 provided with an annular flange 13a which is also located within the housing 10. A spring rod 14 extends through the sleeves 12 and 13 with sufficient clearness to permit the rod to slide freely in the sleeves and this rod carries a compression spring 15 which engages the sleeves at their annular anges and urges the sieeves toward the positions in which the annular flange 12a oi the sleeve 12 engages the shoulder formed on the inside of the housing l0 by the end 10b, and the annular iiange 13ar of the sleeve 13 engages the shoulder formed on the inside of the cap 11 by the end 11n. The spring rod 14 is provided with an annular shoulder 16 for at times engaging the outer end of the sleeve 12 and with a nut 17 for at times engaging the outer end of the sleeve 13. The' lower end of the spring rod 14 is pivotally attached to the operating rod 9. The operation of the spring connecting rod C is well understood and need not, therefore, be described here.

The head rod 6 is also connected by means of an adjustable link 49 with the piston rod 50 of a buiiing device D. 'This buiiing device may be of any suitable type but, as here shown, this buffing device is similar in all respects to the bufflng device shown and described in an application for Letters Patent of the United States, Serial No. 391,801, filed by William C. McWhirter on September 11, 1929, for Buffmg devices for railway switches and the like, which application has now matured into Patent No. 1,869,604, dated Aug. 2, 1932. lt is believed, therefore, that for the purposes of the present disclosure the following brief description of the bufng device D will suilice. This bufiing device includes, in addition to the piston rod 50, a cam shaft 51 extending into the case of the device and controlling a valve mechanism not shown. Attached to the outer end of the cam shaftl is a crank 52 which is connected by a link 53 with spring rod 14 of the spring connecting rod C. If, when the movable rails 2 and 2a of the switch A are in theirnormal positions, as shown in Fig. l, they are moved to their reverse positions by the mechanism B, the piston rod will be moved into the device, and the cam shaft 51 will be rotated in a clockwise direction, as viewed from the left in Fig. 1. The construction of the device is such that, under these conditions, the piston rod 59 will be permitted to move with substantially no resistance, and the buihng device will therefore exert practically no retarding action on the rails. Conversely, if the movable rails are moved from their reverse positions to their normal positions by the mechanism B, the piston rod 50 will be moved outwardly and the cam shaft 51 will be rotated in a cciuiter-clockwise direction, as viewed from the left n Fig. 1, but due to the construction of the device, no retarding action will take place. If, however, when the movable rails are in either extreme position, a train'trails the switch, the cam shaft 51 will remain stationary,

and, under these conditions, the action of theA device is such that the movement of the movable rails away from the positions which they previously occupied will be unresisted by the buiiing device, but that, when the movable rails are being restored to the positions which they pre-` viously occupied, by the spring l5 of the spring connecting rod C, the buiiing devices will act to retard this latter movement.

The switch operating mechanism B is mounted on one end of a tie Strap 18 which is secured to the ties adjacent the outer side of the rail 1, and, as best seen in Figs. 3 to 6, inclusive, this mechanism, in the form here shown, comprises a main casing 19 provided with a taillike projection 19a, and an auxiliary casing 20 which is secured to the tail-like projection 19Et of the main casing 19. The upper end of the main casing 19 is closed by a cover 21 and a guard 22, which cover and guard are removably secured to the casing by means of stu-ds 23, while the auxiliary casing 20 is closed by a hinged cover 24.

vFormed in the main casing 19 is an axially extending rectangular guideway 25 which slidably receives a motion plate 26. The motion plate 26 is provided on its upper face With rack teeth 27, and on its lower face with a cam slot 28, and is adapted to be reciprocated between two eXtreme positions by means of a handtlnow lever 30 iixed to a shaft 31. The shaft 31 is journaled in suitable bearings 32 secured to the casing 19, and has fixed thereto a segment gear 33 which meshes with the rack teeth 27. As best seen in Fig. 3, the cam slot 28 is formed with a portion at each end which is parallel to the direction of movement of the motion plate, and with an intermediate connecting portion which is disposed at an angle to the direction of movement of the motion plate. Extending into the cam slot 23 and cooperating therewith is a roller 34 which is mounted on a pin 35 secured to an arm 36 forming part of a crank 37. The crank 37 is journaled in a vertical bearing 38 provided in the bottom of the casing 19 and has fixed thereto on the underside of the casing, a removable switch operating arm 37L which is pivot-ally attached tothe free end of the operating rod 9.

Reciprocably mounted in the casing 19 directly above the motion plate 26 is a locking device 39 comprising two spaced parallel side members 39a and 39b connected together at their opposite ends by means of integral end members 39c and 39d. The left-hand end member 39c carries a rectangular locking plunger 39e, and is formed with two spaced threaded holes 39f and 39g, while the other end member 39d is provided with three unthreaded holes 39h, 391, and 39k, two of which holes, 39h and 39k align, respectively, with the threaded holes 39f and 39g. The locking plunger 39e projects with some clearance into a longitudinally extending rectangular slot 44 provided in the tail-like projection 19a of the casing 19, and cooperates at its inner end with a lock rod L which is slidably mounted in a transverse slot 45 formed in the tail-like projection 19a. The lock rod Lin the form here shown, is of standard construction, and comprises two longitudinally adjustable bars 46 and 47 attached at one end to the front rod 5 of the switch A, and provided with registering notches 48 so disposed that these notches will align with the locking plunger 39e when and only when the switch A occupies the extreme position in which it is shown in Fig. 1. The locking device 39 also comprises two bolt members 391 and 39n1 which pass through the holes 39h and 39k, respectively, and are screwed into the threaded holes 39f and 39g. These bolt members also extend with some clearance through holes 40 and 41 formed in lugs 42 and 43 secured to the upper face of the motion plate 26, and surrounding each bolt member between the associated lug 42 or 43 and the end member 39@ is a compressed coil spring 39 which biases the locking device 39 in the direction to cause the locking plunger 39e to enter the notches 48 in the lock rod L.

Vertical displacement of the locking device 39 and the motion plate 26 are prevented by a holddown member 114 (see Fig. 6) which vhold-down member is bolted to the side of the casing 19, and which is provided on its underside near its ends with hold-down surfaces 114a and 114b which are adapted to slidably engage the upper edges of the side members 39a and 39b respectively, of the locking device 39. Y v

For reasons which Will become apparent as the description proceeds, the parts of the locking -device 39 are so proportioned that When the motion plate 26 is in its left-hand or normal extreme position as shown in Fig. 1, the biasing spring 39D will tend to drive the locking device to an extreme position Which is beyond the desired locking position; The locking device is prevented from moving beyond the desired locking position, under these conditions however, by linkage which connects the locking device with the tie rod 8. As here shown, this linkage includes a plunger bolt 54 Which extends with some clearance through the hole 39j in the end member 39d, and the head of which bolt engages the left-hand side of the end member 39d, as viewed in Figs. 3 and 4. The threaded end of the plunger bolt 54 is adjustably connected by means of a turn buckle 55 (see Fig. l) with one end of a link 56, the opposite end of which link is pivotally connected with the long arm 57'sJ oi a bell crank lever 57. The bell crank lever 57 is pivotally supported in a crank stand 58, and has its short arm 57b pivotally connected with one end of an operating rod 59. The other end of the operating rod 59 is connected with the previously described tie rod 8 by means of a standard switch basket 60. The tie rod 8 may be located at any suitable location, but will preferably be located approximately half-Way between the heel and the point of the switch. The base 51 or" the crank stand 58 is secured both to a gauge plate 62 and to the tie strap18 upon which the mechanism B is mounted, and yit will be apparent, therefore, that any loss ofv adjustment between the parts clue to creepage or the ties is prevented. The plunger bolt 54, turn buckle 55, link 56, bell crank lever 57, operating rod 59, spring basket 60, and tie rod 8, also constitute means for eiecting the unlocking of the switch points during a trailing move, Will be made clear presently.

The operation, as a Whole, of the portion oi the apparatus thus far described kis as follows: When the hand-throw lever 30 occupies the extreme position in which it is shown in' full lines in Figs. l and 3, t -e motion plate 26 is held in its extreme left-hand or normal position as viewed in Figs. 3 and 4, and the roller 34 on the crank 37 then occupies the right-hand end of the cam slot 2S, in the motion plate, so that the crank 37 is held at the extreme end of its stroke in a clockwise direction, as viewed in Figs. 1 and 3. When the crank 37 occupies this eXtreme position, a force is exerted on the movable rails 2 and 2 of the switch through the medium of the operating rod 9, spring rod 14, nut 17, sleeve 13, spring `15, housing 10, and the head rod 6, which force holds themovable rails in theii1 normal extreme positions in which they are shown in Fig. l. When the movable rails are in their-normal positions, the notches 48 in the lock rod L align with the locking plunger 89e, the locking device 35 is therefore moved by the biasing springs 3911 to its locking position in which the locking plunger partly enters the regi t notches 48, thus securely locking the svvi ch points in their normal positions. When it is desired to reverse the switch, the hand-throw lever 3i) is rotated from the eX- treme position in which it is shown in full lines in Fig. 1, to its oppositev extreme or dotted line position. This movement of the lever causes the motion plate 25 to move from its extreme left-hand position, viewed in Figs. 3 and 4, to its extreme right-hand position. As soon as the motion plate has moved a short distance, the lugs and 43 carried thereby engage the lefthand side of the e d member 39d or" the locking device, and as afresult, as the motion plate continues to move, the locking device is moved with the motion plate, thus withdrawing the locking plo n engagement with the notches 48 ing th Ivable rails 2r and 2a. The parts are lned that Awhile the locking plunger tvit Jnirom engagement With e lock rod, the cam slot 28 in the motion plate will continue toengage the roller 34 on the crank 37 at that portion of the slot at its right -d end which is parallel to the direction of movement of motion plate, and as long this portion ci the slot is engagthe roller, the crank 37 lt follows, there ore, that during that portion of the n'iovement of the motion plate which is necessary to unlock the movable rails of the switch, ing to reverse them. As soon, however, as this rst part of the movement oi the motion plate has been completed, the roller 34 is then engaged by the curved portion of the cam slot 28 which causes the crank 37 to rotated in a counter-clockwise direction, 3, and as a result, the rails are then moved yto their reverse positions. As previously pointed out, when the rails moved to their reverse positions by the m ni B, the piston rod 5G of the buffing vice, and thecam shaft 51 rotated in a clockwise direction, as viewed from the left in Fig. 1, but due to the construction of device, the device offers substantially no resistance to the movement of the under these conditions. 1t should be noted that as long as the movable rails remain stationary, the plunger bolt 54 remains so that during the first part of the movement of the motion plate, the end member 39d of the locking device 39 vnl l gagement with the head of the plunger bolt. As soon as the movable rails have started to move, however, the resultant movement of the tie rod 8 acting through the switch basket 6G, 1

operating rod 59, bell crank lever 57, and link 55 causes the plunger bolt to move in the same direction as the motion plate is moving, although the time of motion and rate of motion or the plunger bolt will bear no direct relation to will remain stationno force is exerted on these rails tendviewed in Fig.

device D moved into the delilo' engages the roller 34, which prevents further rotation of the crank 37, thus locking the movable rails in their reverse positions.

In order to restore the movable rails to their normal positions after they have been reversed as above described, the lever 30 is restored to the position in which it is shown in full lines in the drawings. The subsequent movements of the parts under these conditions are just the reverse of those described above, and it is believed, therefore, that the operation of the apparatus under these conditions will be readily understood from an inspection of the drawings without further description.

I will now assume that the parts are in their normal positions, as shown in the drawings, and that a train trails the switch. As the leading wheels of the train roll along the fixed rail 1 and the movable rail 2a, the movable rails 2 and 2a are forced over laterally, but, before a sufcient force is developed to overcome the opposing force of the spring 15 of the spring connecting rod C and cause the point of the movable rail 2 to move out of engagement with fixed rail 1, the movable rails being somewhat resilient become bent, so that, with the usual standard split switch, the tie rod 8 is moved upwardly, as viewed in Fig. 1, three-quarters of an inch or more. This movement of the tie rod acting through the switch basket 60, operating rod 59, bell crank lever 57, link 56, and plunger bolt 54 moves the locking device 39 in opposition to the bias of the springs 39 a sufficient amount to withdraw the locking plunger 39e completely out of engagement with the notches 48 in the lock rod L, thus unlocking the switch. As a result, when the leading wheels have reached the position in which a sufficient force is developed to cause the point of the movable rail 2 to move out of engagement with the xed rail l, the switch points will be unlocked, and the points will therefore be forced open by the wheels in exactly'the same manner as would be the case if no point lock were provided, and the bufng device D will perform its usual function of preventing the movable rails from snapping back after the passage of each wheel through them. When the train which is trailing the switch has completely passed the switch, the movable rails will slowly return to their normal positions under the bias of the spring 15 of the spring connecting rod C, and against the retarding force of the bufing device D. During this return movement of the movable rails there will be no deflection of these rails, and the locking plunger 39e will be moved into engagement with the lock rod L before the movable rails have reached their full normal positions in which the lock rod is in the proper position for the notches 48 therein to receive the locking plunger. The spring 89n will therefore become compressed, and will urge the locking plunger 39e into engagement with theside of the lock rod, until the notches 48 move into alignment with the locking plunger, at which time the energy stored in the compressed springs 39n will force the locking plunger into place in. the notches, thus restoring the switch to its normal locked condition. If the notches 48 in the lock rod should not comeV into alignment with the locking plunger, a suitable indication of this fact will be Vgiven by means of a circuit controller E which I will describe presently.

During a facing point move, there is no lateral thrust on the movable rails corresponding to, or commensurate with, that which occurs' during a trailing movement and what lateral thrust there is will be in the direction to permit the springs 39n to force the locking plunger further into the notches 48 in the lock rod L.

It will be noted that when the parts are in their normal positions as shown in Fig. 1, the reaction of the biasing springs 39n is transmitted through the rack teeth 27 and segment gear 33 to the switch-throw lever 30, which tends to raise this lever. However, this lever is so designed that it has sufcient weight to resist and overcome this reaction. Furthermore, if it is undesirable for any reason to provide the lever 30 with sufficient Weight to overcome the reaction of the springs 39, this lever may be held down by a conventional gravity lever latch stand, two of which stands are indicated at 91 in Fig. 1.

It will also be noted that when the parts are in their normal positions as shown in Fig. 1, since the springs 3911 tend to drive the locking device to an eXtreme position which is beyond its normal locking position, but are prevented from doing so by the linkage connecting the locking device with the tie rod 8, these springs will cause a force to be exerted on the movable rails at the point where the tie rod 8 is connected with the rails, and this force which, due to the mechanical advantage aorded by the bell crank lever 51 is relatively large, aids the force exerted by the spring l5 of the spring connecting rod in restoring the movable rails to their proper positions after the switch has been trailed, or after the switch has been operated to its normal` position by the hand lever. In most switch layouts when the switch points are in their proper normal positions, the entire length of the movable rail 2 between the tip of the rail and the position where the tie rod 8 is connected with the rail, will be in contact with the stock rail 1, and in those switch layouts where this is not the case, fixed stops will usually be provided for the movable rail 2 at the point where the tie rod 8 is connected with this rail. It will be seen, therefore, that with apparatus embodying my invention, when the switch points are in their proper normal positions,l the movable rail 2 at the point at which the tie rod 8 is attached to this rail will be constantly urged into engagement with a definite stop by a relatively large force, thus insuring that as long as the linkage connecting the tie rod 8 with the locking device is in properV adjustment, and the lock rod L is in proper working order, the locking device will always return to its proper locking position after the switch has been trailed, and will thereafter remain in its proper locking position until the switch is again trailed, or until the switch is moved away from its normal position by the mechanism B.

'.Ihe circuit controller E referred to hereinbefore is located wholly within the auxiliary casing 20, and, as here shown, this circuitcontroller comprises a rocker arm 66 which is pivotally mounted intermediate its ends on a pin 67 secured to the casing 20. The rocker arm 66 is formed with a downwardly extending finger 67 which cooperates with a recess 68 provided in the upper facey of the locking plunger 39e, and with a cam surface 69 which cooperates with a cam 70 secured to the upper face of the locking plunger 39e. When the locking plunger is in its locking position, the finger 67 enters the ber 71.

recess 68, and the cam surface 69 is out of engagement with the cam 70. Under these conditions, the rocker arm 66 is rotated, by biasing means which will be described hereinafter, to its normal extreme position in which it is shown in Fig. 4. If, however, the locking plunger is moved beyond its normal locking position by the biasing springs 39n for any reason, such for example, as would be the case if excess lost motion were developed in the linkage connecting the locking device 39 with the tie rod 8, or if the parts were improperly adjusted, the nger 67 will be forced out of the recess 68, and the rocker arm will then be rotated in a counterclockwise direction from its normal extreme positon to another extreme position. Furthermore, when the locking plunger is moved out of the notches 48 in the lock rod L in order to unlock the switch, the cam 70 cooperates with the cam surface 69 to rotate the rocker arm 66 from its normal extreme position to its other extreme position.

Pivotally attached to the left-hand end of the rocker arm 66 is a contact operating mem- This operating member is guided to move vertically by means of studs 73 which pass freely through holes 74 in the operating member, and is biased to an upper position by coil springs 75, one of which surrounds each stud j73 between the bottom of the case 20 and the operating member. The coil springs 75 also serve as the means referred to hereinbefore for biasing the rocker arm 66 to its normal eXtreme position. Secured tothe upper side or" the operating member 71V are two superposed insulating blocks 76 and 77 between which are clamped the free ends of a plurality of flexible contact ngers 78, here shown as four in number. Each contact nger 78 cooperates with an associated iixed contact member 79 to form a plunger lock contact 78-79. Each contact nger 78 and the associated contact member 79 are clamped to the opposite sides of an insulating block 82 by means of terminal posts and 81, and the insulating block 82, in turn, is supported on lugs 83 projecting inwardly from the sides of the housing 20. Each terminal post 80 is electrically connected with the associated contact member 79, but is insulated from the associated contact nger 78, as will be apparent from an inspection of the drawings, while each terminal post 81 is insulated from both of theassociated contact linger 78 and contact member 79. The parts are so proportioned that when the rocker arm 66 occupies its normal extreme position, each plunger lock contact 78-79 will be closed, but that, when the rocker arm is rotated to its other extreme position, each Contact 78-79 will then become opened. It will be apparent, therevfore, that the plunger lock contacts will be closed whenrand only when the locking device 39 occupies its normal locking position.

Associated with each plunger lock contact 78 79 is a point detector contact comprising a ilexible contact nger 84 which cooperates with a nxed contact member 85. 84 is fastened at one end to one end of a conducting strip 86, the other end of which strip..

is clamped against the fixed end of the associated finger 78 to make electrical Contact therewith; while each contact member 85 is secured to, and electrically connected with, the associated terminal post 81. Pivotally mounted below the contact fingers 84 is a second contact operating member 87 (see Fig. 5) carrying a Each contact finger roller 88 which at times enters a notch 89 in a point detector rod 63. The point detector rod 63 is slidably mounted in the casing 20, and is attached by means of a link 64 and a bolt member 65 with the movable rail 2 of the switch A in the usual and well known manner. The operating member 87 also carries an insulating strip 99 which cooperates with the fingers 84 in such manner that when the roller 88 is within the notch 89 in the point detector rod 63, the insulating strip 9G will be clear of the fingers 84 so that the contacts 84-85 will then all be closed, but that, when the roller is forced out of the notch 89, this strip will engage the underside the iingers 84 and raise them to the pcsitions in which they are out of engagement with the ixed contact members 85, thus opening the contacts M -85. The notch 89 in the point detector rod 63 is so disposed, and the parts are so proportioned, that the roller 88 will enter the notch 89 when and only when the movable rails 2 and 2e of the switch A occupy their normal positions, and the rail 2 is in proper engagement with the iixed rail l.

It will be noted from an inspection oi the drawings, that each plunger lock contact 78-79 and the associated point detector contact 84-85 are connected in series between the associated terminal posts 8) and 8l, so that in order to complete an electrical circuit which is connected with the associated terminal posts 8i) and 81, it is necessary for the locking device 89 to occupy its normal position in which the switch points are locked in their normal positions, and for the movable rail 2 to be properly closed against the ixed rail 1.

The apparatus in the form shown in Fig. l also comprises a signal S1 for governing traic moving from right to left over the switch A, anda signal for governing traino moving from left to right over the switch. The primary purpose of these signals is to indicate when the switch points are properly closed and locked, and these lli);

signals may be of any suitable type and may be controlled in any suitable manner to effect this purpose. For example, when these signals are located in territory where track circuits and automatic signals are not provided, these signals will preferably be constructed and controlled in the manner indicated diagrammatically in Fig. 7. Referring to Fig. 7, as here shown, the signal S1 is a light signal, preferably of the dwarf type, provided with a yellow lamp Y and a red lamp R, and the signal S2 is a similar signal provided with a green lamp G and a red lamp R. The yellow lamp Y of the signal S1, and the green lamp G of the signal S2 are provided with similar circuits, each of which includes a suitable source ci current, here shown as a battery H, and a front Contact 92-92a oi a relay F. The red lamps R of the signals S1 and S2 are likewise provided with similar circuits, each of which includes the battery H and a back contact 92--92`D or" relay F. Relay F, in turn, is controlled by one of the plunger lock contacts "f8-79 of the circuit controller E, and by the point detector contact 84-85 associated with such plunger lock contact 78-79. It will be seen, therefore, that when the movable rails of the switch A are properly closed and locked, so that the point detector and plunger lock contacts of circuit controller E are both closed, relay F will then be energized, and the lamp G of the signal S2 and the lamp Y of the signal S1 will therefore both be lighted, indicating that the switch is safe for traic. If, however, the movable rails are not properly closed or locked, so that either the point detector contacts or the plunger lock contacts, or both, of the circuit controller E are open, relay F will then be deenergized, and under these conditions, the green lamp G of signal S2, and the yellow lamp Y of signal S2 will be extinguished, and the red lamp R oi both of these signals will be lighted, indicating that the switch is unsafe for traiiic over the switch.

Referring now to Fig. 8, I have here shown circuits for controlling the signals S1 and S2 when they are to be used in territory where track circuits and automatic signals are provided. As here shown, the lamps Y and R or" signal S1 are controlled. by a relay F1 in exactly the saine manner as they are controlled by the relay F in Fig. 7, and the lamps G and R of the signal S2 are controlled by a relay F2 in a similar manner. The relay F1, in turn, is controlled by a plunger lock contact 'Z8-79 of circuit controller E and the associated point detector contact 84--85, and also by a contact 94 over a circuit which will be obvious from an inspection of the drawings; while the relay F2 is likewise controlled by a plunger lock contact 78-79 of circuit controller E, the associated point detector contact 84-85 and a Contact 93. The contacts 93 and 94 may be controlled by relays not shown which relays, in turn, may be controlled by conventional track circuits not shown.

With the apparatus for controlling the signals Sl and S2 arranged as shown in Fig. 8, when the movable rails 2 and 2fL or" the switch A are properly closed and looked so that the plunger lock contacts '78-79 and the point detector contacts 84-85 oi circuit controller E are both closed, and contact 94 is also closed, relay F1 will be energized, and under these conditions, the lamp Y of signal S1 will be lighted, indicating that the switch is safe for traffic, and that traiiic conditions in advance of the switch are safe, and if the movable rails are not properly closed and locked, so that the plunger lock contacts T8- 79, or the point detector-contacts 84-85, of circuit controller E are open, or if the contact 94 is open, relay F1 will then be deenergized, and lamp R of signal S1 will be lightedgthus indicating that the switch is either unsafe for trac moving in the direction governed by the signal, or that traic conditions in advance are unsafe. rShe operation or" the portion of the apparatus associated with signal S2 is similar to that just described for the signal S1, and will be understood from an inspection of the drawings without further description.

1t should be pointed out that with the plunger lock constructed as shown in Figs. 1, 3 and 4, any slack in the linkage whichl connects the locking device 39 with the tie rod 8 will always be taken up in the same direction due to the bias of the springs 39H. This construction insures that the locking plunger 39e will always be accurately located in its locking position. It also insures that if any of the connections should loosen or any of the connecting parts become disconnected or broken, the locking plunger 33E will immediately be driven past its locking position to its extreme position by means of the biasing springs 39D, thus opening the plunger lock contacts 'Z8- 79. It will be seen therefore that maximum protection is provided against the possibility of a false clear signal being given indicating that the switch is in proper condition for trailing, when actually the linkage byl means of which the switch is unlocked during a trailing move is out of adjustment or inoperative. Turn buckle 55 provides a convenient means for adjusting the position of the locking device 39 to its desired locking position.

Referring now to Figs. 9 and 10, I have here shown a mechanical dwarf signal S3 which may be substituted for the signals S1 and S2 and the circuit controller E shown in Fig. 1, to indicate whether the movable rails of the switch are, or are not, in proper condition for train movements over the switch. This signal, in the form here shown, is adapted to be mounted on a housing 94 which issecured to the tail-like projection 19a of the housing 19 of the operating mechanism B in place vof the auxiliary casing 20 shown in. Figs. 1, 3 and 4, and comprisesa suitable base 95, a tubular upright 96 secured at its lower end within an opening formed in the upper part of the base 95, and a head 97 iixed to the upper end of the upright 96. An arm 98 is xed intermediate its ends to a rocker shaft 99 journaled in the base 95, and has its one end connected by means oan adjustable link 100 with .the one end of a rocker arm 101 which is pivo-ted intermediate its ends on a pin 102r secured to the housing 94. The rocker arm 101 is similar in all respects to the rocker arm 66 previously described in connection with signals 3 and 4, and is adapted to cooperatewith the locking plunger 39e of the operating mechanismv B in the same manner as the rocker arm 65. The rocker arm 101 is biased to a normal position, in which it is shown, by means oi a spring v103 interposed between the right-hand end of the armand the top of the housing 94. The end of the arm 98 opposite to that which is connected withthe rocker arm 101 is connected with the lower end of a vertical link 104. The link 104 extends upwardly through the tubular upright 96, and is connected at its upper end with a crank arm 105 which is secured to a shaft vlldjournaled in aligned bearings 107 formed in the head 9'?.`

The ends of the shaft 106 extend outside of the head 97 and are each provided Awith a semaphore arm 108. The parts are so proportioned that when the rocker arm 101 occupies its normal extreme position, the semaphore armsl 1081i will occupy inclined positions as shown in Fig. 8, indicating that the switch is in proper condition for trafiic movements over the switch. When the rocker arm 101 is moved from its normal extreme position to its opposite extremeposition, however, the semaphore arms 108 will then berotated to a horizontal position in a manner which will be readily understood from an inspection of the drawings, thus-indicating that the switch is not in proper condition for traflic movements over the switch. Each semaphore arm 108 carries two roundels 109 and 110 so disposed that the roundel 109 will be illuminated by the light from a light unit 111` when the semaphore arms occupy their inclined positions, and that the roundel 110 will be illuminated by light from the light unit 111 when the semaphore arms occupy their horizontal positions. The light unit 111 is of wellv known construction and is attached to the head 96 by means ci a suitable bracket 112. Since the unit 111 is of well known construction, it is believed to be unnecessary to describe it herein.

It will be noted that with the apparatus constructed as shown in Fig. 1, the linkage including the link 56, bell crank lever 5'?,4 and operating rod 59 for eiecting the unlocking of the their normal positions by the spring. 15 of the 30 is moved from the normal position shown to its reverse position, to reverse the switch. During the rst part of this movement, the switch points will not be moved for the reasons previously described in connection with Fig. 1, but the resultant movement of the motion plate 26 will cause the lugs 42 and 43 on the motion plate to engage the locking device 39 and move the locking device to the position in which the locking plunger 39e is out o1" engagement with the notches 48 in the lock rod L, thus unlocking the switch. As the locking device 39 is moved to the position in which the locking plunger 39e is out of engagement with the notches 48 in the lock rod L, the force tending to hold the treadle bar 123 in its raised position is gradually removed, and the treadle device therefore moves, under the influence of gravity, to` its depressed position. During the intermediate part of the movement of the hand-throw lever 30, the movable rails of the switch are reversed in the manner previously described in connection with Figs. 1, 3 and 4, and during the iinal part of the movement of the hand-throw lever, the movable rails are locked in their reverse positions due to engagement of the roller 34 on the crank 37 (see Fig. 3) with the straight portion at the right-hand end of the cam slot 28 in the motion plate 26.

When it is desired to restore the switch to its normal position, the hand-throw lever 30 is restored to the position shown. Under these conditions, as soon as the movable rails 2 and 2a have been moved toward their normal positions a short distance, the locking plunger 39e of the locking device 39 will be moved into engagement with the edge of the lock rod L by the springs 399, and will subsequently be held in engagement with the edge of the lock rod until the movable rails have reached the positions in which the notches 48 in the lock rod align with the locking plunger 39, at which t'nne the stored energy of the springs 39n will move the locking device to its locking position. When the locking device is moved to its lockingposition, the linkage which connects the locking device with the treadle bar 123 will move the treadle bar to its raised position. The parts will then be restored to the positions shown.

I will now assume that the movable rails of the switch are in their normal positions and are locked in these positions, and that a train trails the switch. Under these conditions, before the wheels of the train will have moved far enough to exert a force on the movable rails tending to move the rail 2 away from the rail 1, the leading wheel of the train running on rail 1 will depress the treadle bar 123, which will act through the linkage which connects the treadle bar with the locking device, to move the locking device to the position in which the locking plunger 39e' is out of engagement with the lock rod L, thus unlocking the switch. The treadle bar is so positioned and of such length, that after it has once been depressed it will be held depressed by at least one of the wheels of the car until the movable rails have been forced away from their normal positions, after which the buiiing device D will act to prevent the movable rails from returning to the positions in which the locking plunger can enter the notches 48 in the lock rod L, until the train has completely passed the switch. When the train has completely passed the switch, and the rails have been returned to spring connecting rod C, the springs 39n will restore the locking device 39 to its locking position, which will cause the treadle bar 123 to return to its normal position.

It should be pointed out that with the apparatus constructed as shown in Figs. 16 and 17, any lost motion in the linkage connecting the locking device 39 with the treadle bar 123 will be taken up by the springs 39,n in substantially the same manner as any lost motion in the linkage connecting the locking device 39 with the tie rod 8 in Fig. 1 is taken up by the springs 39, and that any excess wear in this linkage or any improper adjustment of the parts will be detected by the circuit controller E.

Referring now to Fig. 18, in the modied form of my invention here shown, the movable rails 2 and 2a of the switch A are connected together solely by means of two spring connecting rods C1 and C2 embodying my invention. The connecting rod C1 is illustrated in section in Fig. 19, and as here shown, comprises a tubular casing 128 provided intermediate its ends with an integral apertured projecting lug 12811. The

one end of the casing 128 is partly closed by an 100 integral end plate 128b which is pierced by an axially disposed hole 128, and the other end of the casing 128 is partly closed by an end cap 129 formed with an axially disposed hole 12911.

A rod 130 extends into the casing 128 through 105 128 between the member 131 and the end cap 115 129, and is attached at its inner end to a rod 134 which extends outwardly with some clearance through the hole 129a in the end cap 129. The outer end of the rod 130 is secured to the movable rail 2a of the switch by means of a bar 135 120 and a standard rail clip 136, and the outer end of the rod 134 is secured to the movable rail 2 by means of a turn buckle 137, a bar 138, and a rail clip 139. The connecting rod C2 is similar in all respects to the connecting rod C1 with the exception that the enclosing casing of the connecting rod C2 is not provided with a lug 128e.

It should be pointed out that with the movable rails 2 and 2a of the switch A connected together by the spring connecting rods C1 and C2 just described, the rails are positively prevented from moving closer together than the distance for which they are adjusted, but if a suilicient lateral force is exerted on the movable rail which is not engaging the associated fixed rail in either position of the switch, in a direction to move such movable rail toward the associated fixed rail, as is the case when a train trails the switch, the springs 132 of the connecting rods C1 and C2 will become compressed, and will permit such movable rail to move toward the associated fixed rail.

A throw-rod is secured, near its upper end, to the lug 128a on the casing 128 of the spring connecting rod C1 by means of nuts 140 which are screwed onto the rod on opposite sides of the lug, and this rod is connected at its lower end with the switch operating mechanism B by means of an operating rod 9, thus operatively connecting the movable rails of the -v switch with the operating mechanism B. The parts are so proportioned that movement Vof the hand-throw lever of the mechanism B to eitherv extreme position will move the movable rails to their corresponding extreme positions,

The lock rod L of the mechanism B, as here shown, is connected with the movable rail 2 only, this connection being effected by means of a point bracket 141. The lock rod is so adjusted that the notches 48 therein will align with vthe locking plunger .59e of the locking device 39 when and only when the rail 2 occupies its normal position in which it is shown in the drawings.

The point detector rod 63 of the mechanism B is also connected with the movable rail 2 only, this connection being efected by the link 64, bolt member 65 and bracket i4i. The point detector rod is so adjusted that the notch 89 therein will align with the roller 88 on the operating member 87 of the circuit controller E when and only when the rail 2 is in its normal position as shown. y

The locking device 39 of the mechanism B, as here shown, is operatively connected with the movable rail 22t by means of linkage which is similar to that shown in Fig. 12 except that the link 56 shown in Fig. i2 has been replaced by a shorter link 55a; in order to permit the linkage yto be connected with the rail 2at nearer to the point or" the rail. VThis linkage is so adjusted that when the rails 2 and 2a are in their normal positions, and the `locking device 39 has been moved to its locking position by thel biasing' springs 39, the head of the plunger Abolt 54 will engage the left-hand side or the end niember 39d of the locking device 39 (see Fig. 4), and will prevent the biasing of springs 39u from moving the locking device beyond its locking position.

The piston rod 59 of the buiing device D connected, by means of the adjustable link 49, with the bar 135 associated with the spring connecting rod C1, and the cam shaft 51 of buning device D is connected with the throw-rod 140 by meansl of the crank 52 and the link 53.

AsY shown in the drawings, the hand-throw lever 39 ci the locking mechanism B occupies its full line or normal position, and the movable rails are therefore held in their normal positions. The notch 48 in the lock rod L therefore aligns with the locking plunger 39e of the locking device 39, and the locking device is therefore moved to its locking position by means of 'the springs 3911, thus locking the rail 2 in its normal position. 1t will be noted, however, that the movable rail 2a is unlocked.

When it is desired to reverse the switch, the hand-throw lever 30 of thefrncchanism B is operated rom its normal or full line position to its dotted line position, and when it is desired to subsequently7 rest-ore the switch to the position shown, the hand-throw lever is moved from its dotted line position to its full line position. In either instance, the apparatus will function in substantially the same manner as was previously described in connection with Fig. 1, and it is therefore believed that this operation will be understood from the foregoing description and from an inspection Vof the drawings without further description.

When the parts are in the positions shown, and a train trails the switch, `rail 2a is engaged by, and pushed toward the railV 1a by the leading wheel of the car running on rail 2e (this movement of the rail being permitted by the spring connecting rods C1 and C2) before the wheel on the opposite end of the same axle as the wheel on rail 2a engages the movable rail 2. This movement of the rail 2a is transmitted to the locking device 39 through the linkage connecting this rail with the locking device, thus withdrawing the locking device from its locking position to the position Ywhich the locking plunger 39e is out o1" engagement with the notches 43 in the lock rod L, and hence unlocking the switch. As a result, when the wheel on rail 1 does engage the movable rail 2, the movable rail 2 will be unlocked, and the movable rail will therefore be free to move away from the rail l. After the rail 2 has once been unlocked, the combined action of the buiiing device D andthe wheels of the car will prevent the rail 2 from again becoming locked until after the train has completely passed the switch. When this has happened, the movable rails will be returned to their normal positions by the springs 132 ci the spring connecting rods C1 and C2, and when the rails have reached their normal positions, the looking device 39 will be restored to its locking position by the bias of the springs 39H.

It should be noted that with the apparatus f constructed as shown in Fig. 18, if the movable rail Zashould fail to return to its normal position for any reason after the switch has been trailed, the linkage which connects this rail with the lookinor device 39 will prevent the locking device from returning to its normal position, and an indication of the fact that the switch is not in proper condition for traiiic over the switch would therefore be given by the circuit controller E. y Y

Referring now to Fig. 20, the apparatus here shown is similar in all respects to that shown in Fig. l, except for the means for operating the locking device 39 to withdraw the locking plunger 39e from engagement with the notches-i8 in the lock rod L when a train trails the switch. As here shown, this means comprises an operating bar 142 which is located adjacent the heel of the switch, and which extends along the rail 2a for several feet in either direction from the heel of the switch, the actual length of this operating bar being dependent upon the length of the switch, the type of traffic over the switch, etc. The operating bar 142 is mounted for parallel movement toward or away from the rail 2a by means of a plurality of arms 143 which are pivotally attached at one end to the operating bar, and at the other end to a s tationary plate 144 secured to the cross ties 4. A pair oi" compression springs 145r are interposed between the operating bar and suitable thrust members 146 secured to the plate 144, and serve to bias the operating bar to its normal position in which it engages the rail 2, as shown in the drawings. The ends of the operating bar are flared outwardly as shown to facilitate the movement of the flange of a car wheel between the operating bar and the rail 2a, it being obvious that when the flange of a car wheel is between the operating bar and the rail 2a, the operating bar will be moved parallel to, and laterally away from, the rail 2e in opposition to the bias of the compression springs 145.

Formed integral with one of the arms 143, and

extending at an angle thereto, is an arm 147,

the free end of which is pivotally connected With the previously described operating rod 59, thus operatively connecting the operatingbar with the locking device 39 of the switch operating mechanism B. The parts are so proportioned that when the switch A occupies its normal position and the operating bar 142 occupies the position to which it is biased, the linkage which connects the operating bar with the locking device 39 will act to hold the locking device in its normal locking position, but that, when the operating bar is forced away from the Arail 21 by the wheel of a car to what I shall term its operated position, the linkage which connects the locking device with the operating bar will Vthen act to move the locking device to the position in which the locking plunger 39e 'of the locking device 39 is out of engagement with the notches 48 in the lock rod L, thus unlocking the switch A. As pointed out above, the remainder of the apparatus shown in Fig. 20 is similar tothat shown in Fig. 1.

With the apparatus constructed as shown in Fig. 20 when the switch is operated by the handthrow lever 30, the apparatus functions in substantially the same manner as' was previously described in connection with Fig. 1, with the exception that under these conditions the plunger bolt 54 remains stationary. It is believed, therefore, that the operation of the apparatus under these conditions will be readilyunderstood from the foregoing and from an inspection of the drawings without further description.

When thel switch occupies its normal position in which it is shown in the drawings, and a train trails the switch, each time a truck on a car passes the operating bar 142, the wheels of the truck williorce the'operating bar away from the rail 2a to its operated position, and the parts are so Vproportioned that the wheels on the truck will then continue to hold the operating bar in its operated position until after the wheels of the truck have moved far enough toward thepoint of the switchV to exert a force on the movablerrails Awhich is greater than the opposing force oi the spring in-the spring connecting rod C. When the operating bar is moved to its operated position, the locking device 39 of the operating mechanism B is moved to the position in which the locking plunger 39e is disengaged from the recesses 48 in the lock rod L (see Figs. 3 and 4), so that the movable rails are then unlocked. It will be seen, therefore, that when each truck of a car reaches the position in which a force is exerted on the movable rails which is greater than the opposing force of the spring in the spring connecting rod, the movable rails will be moved to their reverse positions in substantially the same manner as if no lock were provided for the switch. When the movable rails occupy any position but their full normal position, the notches 48 in the lock rod L are out of alignment with the locking plunger 39e, and it willY be apparent, therefore, thatwh'en the movable rails have once been unlocked, they will remain unlocked until the switch points have'been returned to their full normal positions'and no wheel of a car is engaging the operating bar 142. Due to the buffing device D, the movable rails will not return to their normal positions as long as the train which is trailing the switch keeps moving, so that when the rails have once been unlocked by a train which keeps moving while it is trailing the switch, the movable rails will remain unlocked until the train has completely passed the switch. In the event that la train which has `starte'd'to trail the switch stops whilevtheY train is trailing the switch, if the wheels of the train are then in such a position that none of the wheels are engaging either the treadle bar or the movable rails, thus permitting the spring in the spring connecting rod C to return the rails to their normal positions and the springs 39n to return the locking device 39 to its locking position, when the train subsequently starts to complete the trailing movement, the first truck to pass the f operating bar 142 will cause the movable rails to again become unlocked, and during the remainder of the trailing movement the points will remain unlocked for the reasons pointed out above. If the train should stop in a position, however, in which the wheels of the train are engaging either the switch points or the operating bar, the switch will remain unlocked for reasons which will clearly be apparent from the foregoing. As soon as a train which has been trailing the switch is completley past the switch, the movable rails will be returned to their full normal positions by the spring 15 of the spring connecting rod C, and the springs 39D will restore the locking device 39 to its locking position, thus relooking the movable rails of the switch. lThe parts will then all be restored to their normal positions in which they are shown in the drawings.

Throughout the foreging description it has been stated that when a train is trailing the switch, the locking plunger 39e will become cornpletely withdrawn from engagement with the notches 48 in the lock rod L to unlock the movable rails of the switch before a suicient force -is developed at the point of the closed rail to overcome the opposing force of the spring in the spring connecting rod. While this is the preferred proportioning of the parts, it is not absolutely essential to my invention. For example, the mechanism as described herein would be workable if the locking plunger did not become entirely withdrawn from the notches in the lock rod before the point of the closed movable rail tended to open, but remained in engagement with the notches in the lock rod for a time after the point of the closed rail tended to open, and assisted the spring in the spring connecting rod in holding the point of the closed rail closed; it being'essential, of course, that the locking plunger should be completely withdrawn from engagement with the notches in the lock rod before suflicient force is exerted on the movable rails to damage the lock rod, or the rails, or the operating mechanism,

or all three. f i

Although I have herein shown and described only a few forms of railway switch operating apparatus embodying my invention, it is understood that various changes and modications may be made therein within the scope oi the appended claims without departing from the spirit and scope of my invention.

Having thus described myvinvention, what I claim is:

1. The combination with a railway switch coma pointapproximately half way between the heel' and the point of the switch, means for rigidly locking the movable rails of the switch in one eXtreme position, and means connected with and actuated by said tie rod for unlocking the. movable rails when a train trails the switch.

3. in combination, a springswitch, means for rigidly locking the movable rails of the switch in one extreme position, and means connected with one or" the movable rails at a point approximately half wayy between the heel and the point of the switch and responsive to the lateral bending oi" the rail which takes place when a train trails the switch for unlocking the movable rails.

4. In combination, a switch comprising a pair of movable rails, means including a spring for operating the movable rails to their extreme positions, means for locking the movable rails in one oi' their eXtreme positions, and means connected with one of the movable rails and responsive to the lateral bending of such one rail which takes place when a train trails the switch before a sufficient force is developed at the point oi .theA rail to overcome the opposing force of said spring for unlocking the movable rails.

5. In combination, a railway switch, means including a spring for moving the movable rails of said switch to their normal and reverse positionsya lock rod connectedv with the movable rails for movement therewith and provided with a `notch, a; locking plunger adapted to enter the notch in= said lool;y rod when and only 4when the movable rails occupy their normal positions, means for biasing said locking plunger to thel position in which it enters the notch in said lock rod, a tie rod connected with the movableirails at a point approximately midway betweenv the heel and the point of the switch, and linkage connecting said tie rod with said locking plunger so arranged that when a train trails the switch the lateral bending of the movable rails which takes place before a force is developed at the points of these rails which is sufficient to overcome the opposing force of said spring will cause said locking plunger to be withdrawn from the notch in said lock rod. 1 v

6. In combination, a railway switch, means including a spring for moving the movable rails of said switch to their normal and reverse positions, a lock rod connected with the movable rails for movement therewith and provided with a notch, a locking plunger adapted to enter the notch in said lock rod when and only when the movable rails occupy their normal positions, means for biasing said locking plunger to the position in which it enters the notch in said lock'rod, a tie rod connected with the movable rails at a point approximately midway between the heel and the point of the switch, linkage connecting said tie rod with said locking plunger so arranged that when a train trails the switch the lateral bending ci the movable rails which takes place before' a force is developed at the points of these rails which is sufficient to overcome the opposing force or" said spring will cause said locking plunger to be withdrawn from the notch in said lock rod, and a bulngvdevice ,connected with the rails to retard the return movement ci" the rails to their normal positions after they have been forced away from these posi-- tions vby the wheels of a train which is trailing the switch.

7. Incombination, a railway switch comprising two movable rails and two iixed rails, means including a spring connecting rod for moving the movable rails to their normal and reverse positions, a lockv rod connected with the movable rails for movement therewith and provided with a notch, a locking .plunger adapted to enter the notch in said lock rod when and only when the` switch occupies its normal position to loci: the movable rails in this position of the switch, said locking plunger being movable within said notch to an extreme position which is beyond the normal locking position, a spring for biasing said locking plunger to said extreme position, a tie rod connecting the movable rails aty a'point approximately midway between the heel and the point of the switch, linkage connecting said locking plunger with said tie rod so adjusted that when said switch occupies its normal position said linkage `will Vprevent said loclring plunger from movingbeyond the proper locking position, a circuit controller for indicating when said locking plunger occupies its locking position.

8. In combination, a railway switch comprising two movable rails and two iixed rails, means including a spring connecting rod for moving the movable rails to their normal and reverse positions, a lock rod connected with the movable rails for movement therewith and provided with a notch, a locking plunger adapted to 'enter the notch in said lock rod when and only when the switch occupies its normal positionV to lock the movable rails in this position of the switch, said locking plunger being movablewithin said notch to an extreme position which is beyond the normal locking position, va spring for biasing said locking plunger to said extreme position, a tie rod connecting the movable rails at a point approximately midway between the heel and the point of 'the switch, linkage connecting said looking plunger with said tie rod so adjusted that when said switch occupies its normal position said linkage will 'prevent said looking plungerV from moving beyond the normal locking position, a point detector rod connected with one movable rail, and means controlled by said locking plunger and said-point detector rod for indicating when the movable rails are properly locked and the parts are properly adjusted for train movements over the switch.

9. In combination, a railway switch comprising two movable rails and two lixed rails, means including a spring connecting rod ior moving the movable rails to their normal and reverse positions, a lock rod connected with the movable rails for movement therewith and provided with a notch, a locking plunger adapted to enter the notch in said. lock rod when and only when the switch occupies its normal position to lock the movable rails in this position of the switch, said locking plunger being movable within said notch to an extreme position which is beyond the normal locking position, `Va spring for biasing looking plunger to said extreme position, a tie rod connecting the movable rails at a point approximately midway between the heel and the point of the switch, and linkage connecting said locking plunger with said tie rod so constructed and so adjusted that when said switch occupies its normal position saidlinkage will prevent said locking plunger frommoving beyond its normal locking position and that when a train trails the switch said linkage will act to withdraw said loclmng plunger from the notch in said lock rod to unlock the switch.

10. ln combination, a railway switch comprising two movable rails and two iixed rails, means including a spring connecting rod for moving the movable railsvto their normal'and reverse positions, a lock rod connected with the movable rails ormovement therewith and provided with a notch, a locking plunger adapted to enter the notch in said lock rod when and only when the switch occupies its normal extreme position to lock the movable rails in this position of the switch, said locking plunger being movable within said notch to an extreme position which is beyond the normal locking position, a spring for biasing said locking plunger to said extreme position, a tie rod connecting the movable rails at a point approximately midway between the heel and the` point of the switch, linkage connecting said locking plunger with said tie rod so constructed and so adjusted that when said switch occupies its normal position said linkage will prevent said locking plunger from moving beyond the normal locking position and that when a train trails the switch said linkage will act to withdraw said locking plunger .from the notch in said lock rod to unlock the switch, and indication means controlled by said locking plunger for indicating when said locking plunger occupies its normal locking position.

11. In combination, a railway switchicomprising two movable rails and two iixed rails, means including a spring connecting rod for moving the movable rails to their normal and reverse positions, a lock rod connected with the movable rails for movement therewith and provided with a notch, a locking plunger adapted to enter the notch in said lock rod when and only when the switch occupies its normal position tov rlock the movable rails in this position or the switch, said locking plunger being movable within said notch to an extreme position which is beyond the normal locking position, a spring for biasing said locking plunger to said extreme position, and linkage connecting said locking plunger with one of the movable rails at a point approximately half way between the heel and the point oi the switch, said linkage being so constructed and so adjusted that when said vswitch, occupies its normal position said linkage will prevent said locking plunger from moving beyond itsnormal locking position and that when a train trails the switch said linkage will act to withdraw said locking plunger from the notch in said lock rod to unlock the switch.

12. In combination, a casing provided with two slotsV extending at right angles, a railway switch lock rod slidably mounted in the one slot and provided withY a notch which is adapted to receive a locking plunger slidably mounted within the other slot, said locking plungerbeing movable within said notch to an eXtreme position which is beyond its normal locking position, a rocker arm pivotally mounted adjacent said locking plunger and biased to one'position, and means provided on said rocker arm and cooperating with means provided on said locking .plunger for rotating said rocker arm to another extreme position when said locking plunger is moved from its normal locking position to any other position.

13. In combination, a casing provided with two slots extending at right angles, a railway switch lock rod slidably mounted in thev one slotand provided with a notch which is adapted to receive a locking plunger slidably mounted within the other slot, said locking plunger being movable within said notch to an extreme position which is beyond its normal locking position, .a rocker arm pivotally mounted in said casing adjacent said locking plunger and biased to one position, means provided on said rocker arm and cooperating with means provided on said locking plunger forrotating said rocker'arm to another extreme'position when said locking plunger is moved from its normal locking position to any other position, and a circuit controller operated by said rocker arm.

14. In combination, a casing provided with two slots extending at right angles, a railway switch lock rod slidably mounted in the one slot and provided with a notch which is adapted to receive Ya locking plunger siidably mounted within the other slot, said locking plunger being movable within said notch to an extreme position which is beyond its normal locking position and provided in its upper face with a r'ecess, a cam secured to the upper face of said locking plunger', a rocker arm pivotally mounted above said locking plunger and biased to one position, said `rocker arm being provided with a finger which cooperates with said recess and with a cam surface which cooperates with said cam; the parts being so proportioned that when said locking plunger occupies its normal locking position said ringer will enter said recess and said cam surface will be out of engagement with said cam, but that if said plunger is moved from its normal locking position in one direction said finger will be forced out of said recess and will cause said rocker arm to be rotated fromthe position to which it is biased to another position vand if said plunger is moved fromits normal locking position.v in the other direction said cam surface will ride up ori-said cam and rotate said rocker arm from the position to which it is biased to said other position; and a circuit controller controlled by said rocker arm.

15. InV combination with a railway switch comprising two movable rails Yand two xed rails, an operating mechanism for said switch comprising a casing, a motion plate mounted in said casing for reciprocation between two extreme positions, means for reciprocating said motion plate between its two extreme positions, means including a spring connecting rod for operatively connecting said motion plate with said movable rails in such manner that movement of said motion plate from its one extreme position to the other will move said switch from its normal to its reverse position and vice-Versa, a lock rod secured to the movable rails of said switch for movement therewith and extending into said casing and provided within said casing with a notch, a locking device slidably mounted in said casing above said motion plate, said locking device comprising two spaced parallel side members connected by two parallel end members,` one of which end members is provided with a hole, a locking plunger secured to the other end member and adapted to enter the notch in said lock rod when and only when the switch occupies its normal position, said locking device being movable when said locking plunger is within said notch-to an extreme position which is beyond its normal looking position, two bolt members secured to said two end members and extending parallel to said two side :i

between said other end member and the asso- 

